US8136390B2 - Engine misfire diagnostic apparatus and method - Google Patents
Engine misfire diagnostic apparatus and method Download PDFInfo
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- US8136390B2 US8136390B2 US12/811,505 US81150509A US8136390B2 US 8136390 B2 US8136390 B2 US 8136390B2 US 81150509 A US81150509 A US 81150509A US 8136390 B2 US8136390 B2 US 8136390B2
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- 238000005259 measurement Methods 0.000 claims abstract description 95
- 238000002485 combustion reaction Methods 0.000 claims abstract description 10
- 238000004364 calculation method Methods 0.000 claims description 10
- 238000002405 diagnostic procedure Methods 0.000 claims description 8
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- 238000006243 chemical reaction Methods 0.000 description 4
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- 238000003745 diagnosis Methods 0.000 description 3
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- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/11—Testing internal-combustion engines by detecting misfire
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
Definitions
- the present invention generally relates to an engine misfire diagnostic apparatus and method for diagnosing an engine misfire.
- the damper mechanism causes a reaction torque corresponding to a rotational acceleration to be borne by the engine output shaft due. Since a sensor is provided on the engine output shaft to detect a rotational position of the engine output shaft (crankshaft), when a reaction torque is imparted to the engine output shaft, the aforementioned time measurement value, which is measured based on a signal from the sensor, changes and disturbs the waveform of the misfire parameter.
- the time measurement values can change and the waveform of the misfire parameter can be disturbed when the rotational speed of the engine output shaft (crankshaft) fluctuates due to an external disturbance, such as a poor road surface.
- a misfire determination threshold value that is appropriate when the waveform of the misfire parameter is disturbed due to an external disturbance imparted to the engine output shaft will be different than a misfire determination threshold value that is appropriate when an external disturbance is not imparted to the engine output shaft.
- one object of the present invention is to provide a diagnostic apparatus and diagnostic method that can accurately determine if a cylinder has misfired even when the waveform of the misfire parameter is disturbed due to an external disturbance imparted to the engine output shaft.
- an engine misfire diagnostic apparatus basically comprises a sensor, a time measuring section, a time measurement value storing section, a first misfire parameter calculating section, a second misfire parameter calculating section, a determination value setting section and a misfire determining section.
- the sensor is arranged to detect a rotational position of a crankshaft provided in an engine.
- the time measuring section measures an amount of time required for a crankshaft to pass through a prescribed crank angle range corresponding to a combustion stroke based on a signal from the sensor to obtain time measurement values on a per cylinder basis.
- the time measurement value storing section stores the time measurement values measured by the time measuring section for each ignition on a per-cylinder basis.
- the first misfire parameter calculating section calculates a first misfire parameter based on a first value obtained by adding a difference between a stored time measurement value for a designated cylinder and a stored time measurement value for an opposing cylinder corresponding to one crankshaft rotation prior and a difference between the stored time measurement value for the designated cylinder and a stored time measurement value for the opposing cylinder corresponding to one crankshaft rotation later with respect to the one crankshaft prior of the opposing cylinder.
- the second misfire parameter calculating section calculates a second misfire parameter based on a second value obtained by adding a difference between the stored time measurement value for the designated cylinder and a stored time measurement value of a first reference cylinder whose ignition occurs one ignition prior to an ignition of the designated cylinder and a difference between the stored time measurement value of the designated cylinder and a stored time measurement value of a second reference cylinder whose ignition occurs later than the ignition of the designated cylinder, the differences being weighted according to a prescribed ratio.
- the determination value setting section sets a determination value using a mathematical relationship between the second misfire parameter and a derivative value of the first misfire parameter.
- the misfire determining section determines whether a cylinder-in-question has misfired based on the determination value.
- FIG. 1 is a simplified schematic view of an engine misfire diagnostic apparatus according to one embodiment
- FIG. 2 is a diagram illustrating the angular ranges a, b and c of the ring gear that are measured;
- FIG. 3A is a waveform diagram illustrating a calculation of the first misfire parameter MISB for cylinder # 2 ;
- FIG. 3B is a waveform diagram illustrating a calculation of the first misfire parameter MISB for cylinder # 4 ;
- FIG. 4A is a waveform diagram illustrating a calculation of the second misfire parameter MISA for cylinder # 2 ;
- FIG. 4B is a waveform diagram illustrating a calculation of the second misfire parameter MISA for cylinder # 4 ;
- FIG. 5 shows waveform diagrams of the first misfire parameter MISB and the third misfire parameter MISC
- FIG. 6 is a block diagram of a vehicle having a damper mechanism between the engine and the drivetrain
- FIG. 7 is a waveform diagram of the second and third misfire parameters MISA and MISC corresponding to a situation in which a cylinder has misfired while an external disturbance was being imparted to an output shaft of the engine;
- FIG. 8 is a waveform diagram of the second and third misfire parameters MISA and MISC corresponding to a situation in which misfiring is not occurring and an external disturbance is being imparted to the output shaft of the engine;
- FIG. 9 is a plot of experimental data obtained regarding a vehicle having a damper mechanism arranged between the engine and the drivetrain;
- FIG. 10 is a characteristic diagram of a prescribed value MACTHS
- FIG. 11 is a characteristic diagram of a prescribed value MACTHO
- FIG. 12 is a flowchart for explaining a calculation of a misfire parameter.
- FIG. 13 is a flowchart for explaining a misfire determination.
- FIG. 1 shows an engine main body 1 with a crankshaft 2 (engine output shaft), a flywheel 3 and a ring gear 4 .
- the flywheel 3 is provided on an end of the crankshaft 2 .
- the ring gear 4 is formed on an external circumference of the flywheel 3 .
- the engine misfire diagnostic apparatus is provided with a magnetic pickup 5 , a crank angle sensor 6 and an engine control unit 7 .
- the magnetic pickup 5 forms a sensor that is arranged to detect a rotational position of the crankshaft 2 .
- the magnetic pickup 5 (sensor) is arranged to face toward the teeth of the ring gear 4 .
- the pickup 5 comprises an iron core and a coil.
- the alternating current (AC signal) is converted into a square-wave ON-OFF pulse (ring gear position signal) by an engine control unit 7 and used as a crank angle signal.
- the present embodiment may be illustrated by providing, for example, a V6 cylinder engine.
- references # 1 , # 2 , and so on indicate each cylinder of the engine, as well as the order of combustion of each cylinder, and each cylinder of the bank is alternately exploded from a first end side of crankshaft axle direction in the order of cylinders # 1 -# 2 -# 3 -# 4 -# 5 -# 6 .
- the present invention is not limited to V6 cylinder engines but could, for example, be used with a 4 cylinder engine.
- the crank angle sensor 6 is a conventional sensor that is provided on a camshaft (not shown), which is driven by the crankshaft 2 .
- the crank angle sensor 6 outputs a reference signal (Ref signal) and a position signal (1-deg signal), which are sent from the sensor 6 to the engine control unit 7 .
- the engine control unit 7 counts a prescribed number of pulses (pulses obtained from the magnetic pickup 5 ) after receiving the Ref signal for a first cylinder from the crank angle sensor 6 . Then, using the point in time at which it finishes counting the prescribed number of pulses as a reference, the engine control unit 7 samples an amount of time TINT, which is required for the crankshaft 2 to pass through a prescribed crank angle range. As shown in FIG. 2 , the engine control unit 7 preferably samples the time TINT three times per a single rotation of the crankshaft 2 . Using the sampling values, it executes a misfire determination.
- the time measurement values TINT (measured time required for the crankshaft to pass through each crank angle range) are designated as TINT 1 , TINT 2 , . . . , TINT 7 in order from the latest measurement value.
- the engine is a six cylinder V-type engine having a firing order of 1-2-3-4-5-6
- the range “a” corresponds to the combustion stroke of the first and fourth cylinders
- the range “b” corresponds to the combustion stroke of the second and fifth cylinders
- the range “c” corresponds to the combustion stroke of the third to sixth cylinders.
- FIGS. 3A , 3 B, 4 A and 4 B refer to the second cylinder as the designated cylinder
- FIGS. 3B and 4B refer to the fourth cylinder as the designated cylinder.
- FIG. 3A is diagrammatically showing how a first misfire parameter is calculated when the second cylinder is the designated cylinder
- FIG. 3A is diagrammatically showing how a first misfire parameter is calculated when the second cylinder is the designated cylinder
- FIG. 3B diagrammatically showing how the first misfire parameter is calculated when the fourth cylinder is the designated cylinder.
- FIG. 4A is diagrammatically showing how a second misfire parameter is calculated when the second cylinder is the designated cylinder
- FIG. 4B diagrammatically showing how the second misfire parameter is calculated when the fourth cylinder is the designated cylinder.
- FIGS. 3A and 4A are sequential graphs of a crank rotation taken at different periods of time in which both graphs are showing the same misfiring of the second cylinder in the same crank rotation.
- FIGS. 3B and 4B are sequential graphs of a crank rotation taken at different periods of time in which both graphs are showing the same misfiring of the fourth cylinder in the same crank rotation.
- FIG. 3A illustrates a waveform occurring when the second cylinder misfires during acceleration of the vehicle.
- the second cylinder is the designated cylinder, which happens to be misfiring in this example.
- the misfire causes the time measurement value of the second cylinder to be larger, creating a jump in the vicinity of the second cylinder.
- time increase ⁇ TINT is caused by a misfire, where the time increase ⁇ TINT corresponds to an amount by which the time measurement value TINT of the misfired cylinder (second cylinder) protrudes above a diagonal line joining a time measurement value TINT of an opposing cylinder (fifth cylinder) corresponding to one engine rotation prior and a time measurement value TINT of the opposing cylinder (fifth cylinder) corresponding to one crankshaft rotation later.
- the time increase ⁇ TINT shown in FIG.
- 3A is calculated using the equation (1) below by executing a graphic processing (e.g., subtracting the distance between points “a” and “b” from the time measurement value TINT 4 ).
- a graphic processing e.g., subtracting the distance between points “a” and “b” from the time measurement value TINT 4 .
- the equation ends by dividing by the number of cylinders, e.g., six in the illustrated example.
- ⁇ TINT [3( TINT 4 ⁇ TINT 7)+3( TINT 4 ⁇ TINT 1)]/6 (1)
- a misfire parameter MISB (hereinafter called the “first misfire parameter”) for opposing cylinders (i.e., cylinders for which the time measurement is made at the same tooth position of the ring gear, such as the second and fifth cylinders or the first and fourth cylinders) is then defined as shown in the equation below.
- MISB 6 ⁇ TINT /( TINT 7) 3 (2)
- MISB [3( TINT 4 ⁇ TINT 7)+3( TINT 4 ⁇ TINT 1)]/( TINT 7) 3 (3)
- ⁇ TINT The increase ⁇ TINT of the time measurement value accompanying the misfire has the following relationship with respect to a generated torque and an engine rotational speed. ⁇ TINT ⁇ generated torque/(engine rotational speed) 3 (4a)
- the first misfire parameter MISB is a value that physically corresponds to a torque (the same holds for another misfire parameter described later).
- the first misfire parameter MISB increases when the second cylinder misfires and the time measurement value TINT 4 increases as shown in FIG. 3A . Therefore, it can be determined that a misfire has occurred when the first misfire parameter MISB is equal to or larger than a determination value. Since the same tooth position of the ring gear is used when conducting a misfire determination using the first misfire parameter MISB, a misfire determination conducted using the first misfire parameter MISB is not affected by variations in the shape of the ring gear.
- the existence of a misfire can be determined when the fourth cylinder misfires, as shown in FIG. 3B .
- the fourth cylinder would be known as the designated cylinder, which happens to be misfiring in this example.
- the fourth cylinder being the designated cylinder.
- the misfire causes the time measurement value of the fourth cylinder to be larger, creating a jump in the vicinity of the fourth cylinder.
- time increase ⁇ TINT is caused by a misfire, where the time increase ⁇ TINT corresponds to an amount by which the time measurement value TINT of the misfired cylinder (fourth cylinder) protrudes above a diagonal line joining a time measurement value TINT of an opposing cylinder (first cylinder) corresponding to one engine rotation prior and a time measurement value TINT of the opposing cylinder (first cylinder) corresponding to one crankshaft rotation later.
- the time measurement values TINT 1 , TINT 4 , and TINT 7 will all increase in a similar manner and the time increase amount ⁇ TINT will be approximately zero ( ⁇ TINT ⁇ 0). Consequently, the first misfire parameter will be approximately zero and it will be necessary to consider another misfire parameter in the case of the second cylinder being the designated cylinder ( FIG. 3A ).
- the fourth cylinder being the designated cylinder ( FIG. 3A )
- FIG. 4A refers to the second cylinder as the designated cylinder
- FIG. 4B refers to the fourth cylinder as the designated cylinder
- FIG. 4A is diagrammatically showing how the second misfire parameter is calculated when the second cylinder is the designated cylinder
- FIG. 4B diagrammatically showing how the second misfire parameter is calculated when the fourth cylinder is the designated cylinder.
- a time increase ⁇ TINT caused by the misfire can be calculated based on the difference between the time measurement values of a cylinder (known as the first reference cylinder) whose ignition occurs one ignition prior (i.e., immediately prior) to the ignition of the misfired cylinder (the designated cylinder), and based on the difference between the time measurement values of a cylinder (known as the second reference cylinder) whose ignition occurs later than the ignition of the misfired cylinder.
- the first and second reference cylinders are the same cylinder within two distinct crank rotations.
- ⁇ TINT The time increase ⁇ TINT can then be calculated by executing a graphic processing and using the equation below, taking into consideration the number of cylinders and a comparison of the ignition intervals corresponding to the prior adjoining cylinder within two distinct crank rotations.
- ⁇ TINT [5( TINT 6 ⁇ TINT 7)+1( TINT 6 ⁇ TINT 1)]/6 (5)
- MISA 6 ⁇ TINT /( TINT 7) 3 (6)
- misfire parameter MISA [5( TINT 6 ⁇ TINT 7)+1 ⁇ ( TINT 6 ⁇ TINT 1)]/( TINT 7) 3 (7)
- the misfires can be detected based on the second misfire parameter MISA becoming equal to or larger than a determination value.
- the second misfire parameter can be determined as shown in FIG. 4B when the fourth cylinder misfires and is the designated cylinder.
- misfire determination threshold value As shown in the upper graph of FIG. 5 , not only does the value of the first misfire parameter MISB increase when a misfire occurs, but the value remains high one or two ignitions after the misfire. Consequently, if, for example, the determination value (misfire determination threshold value) is set at the position shown in the upper graph of FIG. 5 , then there will be the possibility that the apparatus will incorrectly determine that the same cylinder misfired twice in succession even though it actually only misfired once.
- MISC misfire parameter
- the third misfire parameter MISC only increases when a misfire occurs.
- the third misfire parameter MISC instead of the first misfire parameter MISB, an incorrect determination can be avoided.
- a torsional damper mechanism is provided in the transmission connected to the engine.
- the torsional damper mechanism serves to absorb and alleviate torque fluctuations occurring in the engine while the engine is running.
- a torsional damper mechanism is sometimes installed in a lockup mechanism that serves to put the torque converter into a locked-up state in which the input and output elements of the torque converter are connected directly together.
- Such a damper mechanism is depicted in FIG. 6 as a damper mechanism 12 arranged between the engine 1 and a drivetrain 11 .
- the damper mechanism is described in more detail in Japanese Laid-Open Patent Publication No. 2002-340093. An explanation of the damper mechanism itself is omitted here.
- the damper mechanism 12 causes a reaction torque corresponding to a rotational acceleration to be imparted to the output shaft (crankshaft 2 ) of the engine 1 . Since the magnetic pickup 5 is provided on the crankshaft 2 (ring gear 4 ), when a reaction torque is imparted to the crankshaft 2 , the aforementioned time measurement value, which is measured based on a signal from the magnetic pickup 5 , changes and disturbs the waveform of the misfire parameter.
- the time measurement values may peak at a time different from the actual time when a misfire occurs and/or the peak value may be small. Consequently, the peak resulting from the misfire may not be clearly detectable and the time measurement values measured after the misfire may not be detected accurately, making it difficult to determine the peak value of the time measurement values resulting from the misfire (see FIG. 7 ). Meanwhile, an engine torque fluctuation (engine rotational speed fluctuation) that occurs when the engine is not misfiring can cause the time measurement values (and thus the second and third misfire parameters MISA and MISC) to fluctuate greatly due to the influence of the damper mechanism 12 (see FIG. 8 ).
- a sampling of the second misfire parameter MISA, the third misfire parameter MISC, and the misfire determination result was conducted with respect to each cylinder of the engine 1 with the engine 1 running under constant operating conditions, i.e., a prescribed engine load and a prescribed engine rotational speed.
- the engine 1 was installed in a vehicle having a damper mechanism between the engine 1 and the drivetrain.
- Pairs of the two misfire parameters MISA and MISC obtained for each cylinder during the sampling were used as coordinates and plotted on a graph constructed such that values of the third misfire parameter MISC are indicated on a horizontal axis and the values of the second misfire parameter MISA are indicated on a vertical axis.
- the graph is shown in FIG. 9 .
- the horizontal axis is configured such that the value of the third misfire parameter MISC is zero at a middle position, positive at positions to the right of the middle position, and negative at positions to the left of the middle position.
- the absolute value increases as one moves to the left or right from the middle position.
- the vertical axis is configured such that the value of the second misfire parameter MISA is zero at a middle position, positive at positions above the middle position, and negative at positions below the middle position.
- the absolute value increases as one moves upward or downward from the middle position.
- the points determined by two misfire parameters MISA and MISC obtained for each cylinder are substantially distributed into five distinct groups, one large group that is distributed diagonally and four smaller groups that are also distributed diagonally.
- the four smaller groups G 1 , G 2 , G 3 and G 4 enclosed in ellipses the three small groups G 2 , G 3 and G 4 located in upper left, lower left, and lower right positions correspond to cylinders for which data indicating misfiring was obtained even though the cylinders were not actually misfiring.
- the small group G 1 located in an upper right position corresponds to a cylinder for which data indicating misfiring was obtained and the cylinder was actually misfiring.
- the remaining large group corresponds to cylinders for which data indicating misfiring was not obtained and the cylinder was did not misfire.
- the cylinders for which data indicating misfiring was obtained even though the cylinders were not actually misfiring are cylinders that were incorrectly determined (misdiagnosed) to have misfired.
- the cylinder for which data indicating misfiring was obtained and the cylinder was actually misfiring is a cylinder that was correctly determined to have misfired.
- the illustrated embodiment encloses the small group G 1 in a triangle (indicated in FIG. 9 with a bold broken line) and to treat the enclosed region as a region in which misfiring occurs (misfire determination region).
- the apparatus determines if a cylinder is misfiring by checking if the points determined by the two misfire parameters MISA and MISC of the cylinder lie within the misfire determination region. If the points determined by the two misfire parameters MISA and MISC of a cylinder lie within the misfire determination region, then the cylinder is determined to be misfiring. If the points determined by the two misfire parameters MISA and MISC of a cylinder do not lie within the misfire determination region, then the cylinder is determined not to be misfiring.
- the region in which misfiring occurs is approximated with a triangle comprising a vertical straight line, a diagonal straight line that rises to the right, and a horizontal straight line (three first degree equations).
- the point of the small group G 1 having the smallest third misfire parameter MISC value i.e., a misfire determination threshold value, for determining the position of the vertical straight line. More specifically, among the third misfire parameter MISC values of the points forming the small group G 1 , the third misfire parameter MISC having the smallest value (e.g., A) and the third misfire parameter MISC having the largest value (e.g., B) are set as first and second misfire determination threshold values (determination values).
- MACTHS is a prescribed value expressing the slope of the line and MACTHO is a prescribed value expressing the y intercept.
- a value on the straight line y i.e., a third misfire determination value
- a value on the straight line y i.e., a third misfire determination value
- it can be determined if a point lies within the misfire determination region by substituting the third misfire parameter MISC coordinate of the point into the equation (9) to calculate a third misfire determination threshold value ( MCTH 3 ) and comparing the second misfire parameter MISA coordinate of the point to the calculated third misfire determination threshold value MCTH 3 . If the second misfire parameter MISA coordinate is equal to or larger than the third misfire determination threshold value MCTH 3 , then the point is in the misfire determination region. Conversely, if the second misfire parameter MISA coordinate is smaller than the third misfire determination threshold value MCTH 3 , then the point is not in the misfire determination region.
- a conventional apparatus since a conventional apparatus conducts misfire determinations by merely comparing each of the misfire parameters MISA and MISC to a misfire determination threshold value, it cannot distinguish between the small group G 1 and the other small groups G 2 , G 3 and G 4 shown in FIG. 9 and it makes incorrect misfire determinations.
- the time measurement values TINT can change and cause the waveform of the second and third misfire parameters MISA and MISC to be disturbed when the rotational speed of the engine output shaft fluctuates due to an external disturbance, such as a rotational speed fluctuation in the drive line caused by a poor road surface. Therefore, the illustrated embodiment can also be applied to a vehicle that does not have a damper mechanism between the engine and the drivetrain.
- the characteristic shown in FIG. 9 is based on the engine running under constant operating conditions, i.e., at a prescribed engine load and a prescribed engine rotational speed.
- the effect of the damper mechanism on disturbing the waveform of the first and second misfire parameters i.e., the way in which the first and second misfire parameters are disturbed
- the engine load and engine rotational speed i.e., engine operating conditions
- the effect of rotation fluctuations imparted from the drivetrain due to poor road surfaces on the waveform of the first and second misfire parameters will change if the engine load and engine rotational speed (i.e., engine operating conditions) change. More specifically, the position of the straight line rising to the right (third misfire determination threshold value) and, thus, the values of the aforementioned constants MACTHS and MACTHO, will change if the engine load and engine rotational speed change.
- FIGS. 10 and 11 Characteristic curves for the constant terms obtained from the analysis are shown in FIGS. 10 and 11 .
- FIG. 10 is a plot of the prescribed value MACTHS versus the engine load and indicates that the prescribed value MACTHS decreases as the engine load increases.
- FIG. 11 is a plot of the prescribed value MACTHO versus the engine load and indicates that the prescribed value MACTHO increases as the engine load increases.
- the engine load is indicated on the horizontal axis, but a similar characteristic can be obtained by indicating the rotational speed on the horizontal axis.
- the illustrated embodiment is not limited to using plots like those shown in FIGS. 10 and 11 ; it is also acceptable to form a map of the constant terms MACTHS and MACTHO using the engine load and engine rotational speed as parameters.
- FIG. 12 is a flowchart showing a control that serves to calculate the misfire parameters and is executed once per ignition.
- the misfire parameters are calculated separately for each cylinder and a separate determination is conducted to check if each cylinder is misfiring based on the calculated misfire parameters.
- the calculation method is the same regardless of which cylinder is checked, the following explanation does not distinguish among the cylinders.
- step S 1 the engine control unit 7 shifts each of the old time measurement values TINT stored in a RAM (internal memory of the engine control unit 7 ) one position toward a previous value. More specifically, the engine control unit 7 shifts the data corresponding to the immediately previous ignition to a location in the RAM corresponding to two ignitions prior, shifts the data corresponding to three ignitions prior to a location corresponding to four ignitions prior, and so on until it shifts the data corresponding to six ignitions prior to a location corresponding to seven ignitions prior.
- a RAM internal memory of the engine control unit 7
- step S 2 the engine control unit 7 conducts a new measurement of a time measurement value TINT and sets the measured value as the time measurement value TINT 1 .
- the duration over which the time measurement value TINT is measured starts at a point in time when a ring gear position signal (Pos signal) has been counted a prescribed number of times after receiving a reference signal (Ref signal) from the crank angle sensor 6 and ends when the next reference signal is received.
- step S 3 the engine control unit 7 uses the time measurement values TNT 1 , TNT 6 , and TNT 7 to calculate a second misfire parameter MISA using the previously described equation (7).
- step S 4 the engine control unit 7 shifts the old value of the first misfire parameter MISB as will now be explained.
- step S 5 the engine control unit 7 calculates the latest (new) first misfire parameter MISB using the previously described equation (3).
- step S 6 the engine control unit 7 uses the values of the first misfire parameters MISB 2 and MISB 1 resulting after shifting in the aforementioned equation (8) to calculate a third misfire parameter MISC.
- step S 7 the engine control unit 7 determines if at least a prescribed number of ignitions have occurred since the misfire determination was permitted. If so, then the engine control unit 7 proceeds to step S 8 and sets the value of a flag serving to indicate if computation of all the misfire parameters has ended to 1 (the default value of the flag is 0). The engine control unit 7 then ends the control loop shown in FIG. 12 .
- the control shown in the flowchart of FIG. 13 is executed once per ignition and constitutes a misfire determination.
- a condition for executing the flowchart of FIG. 13 is that the calculations of the misfire parameters MISA, MISB, and MISC shown in FIG. 12 have ended.
- step S 11 the engine control unit 7 determines if a misfire determination permission condition is satisfied.
- the misfire determination permission condition is satisfied when a diagnosis permission condition is satisfied and a prescribed number of ignitions has occurred since the diagnosis permission condition was satisfied (i.e., since a diagnosis was permitted).
- the engine control unit 7 proceeds to step S 12 .
- step S 12 the engine control unit 7 reads in the second and third misfire parameters MISA and MISC (calculation completed in FIG. 12 ) for the cylinder-in-question.
- step S 13 the engine control unit 7 compares the third misfire parameter MISC to the first and second misfire determination threshold values MCTH 1 and MCTH 2 (MCTH 2 >MCTH 1 ). If the third misfire parameter MISC is smaller than the first misfire determination threshold value MCTH 1 or larger than the second misfire determination threshold value MCTH 2 , then the engine control unit 7 determines that the cylinder-in-question is not in the misfire determination region and proceeds to step S 19 . In step S 19 , the engine control unit 7 determines that the cylinder-in-question did not misfire and ends the control loop of FIG. 13 .
- step S 13 If the engine control unit 7 determines in step S 13 that the third misfire parameter MISC is equal to or larger than the first misfire determination threshold value MCTC 1 and equal to or smaller than the second misfire determination threshold value MCTH 2 , then the engine control unit 7 determines that the cylinder-in-question is possibly in the misfire determination region and proceeds to execute step S 14 and subsequent steps.
- step S 14 the engine control unit 7 calculates the prescribed value MACTHS by searching a table compiling the content shown in FIG. 10 based on the engine load.
- step S 15 the engine control unit 7 calculates the prescribed value MACTHO by searching a table compiling the content shown in FIG. 11 based on the engine load.
- step S 16 the engine control unit 7 uses the equation shown below to calculate a third misfire determination threshold value MCTH 3 using the prescribed values MACTHS and MACTHO and the third misfire parameter MISC calculated in step S 12 .
- MCTH 3 MISC ⁇ MACTHS+MACTHO (10)
- step S 17 the engine control unit 7 compares the second misfire parameter MISA obtained in step S 12 to the third misfire determination threshold value MCTH 3 . If the second misfire parameter MISA is equal to or larger than the third misfire determination threshold value MCTH 3 , then the engine control unit 7 proceeds to step S 18 and determines that the cylinder-in-question did misfire. If the second misfire parameter MISA is smaller than the third misfire determination threshold value MCTH 3 , then the engine control unit 7 proceeds to step S 19 and determines that the cylinder-in-question is not in the misfire determination region, i.e., that the cylinder did not misfire. The engine control unit 7 then ends the control loop shown in FIG. 13 .
- the engine misfire diagnostic apparatus is configured (programmed) to do the following: measure an amount of time required for the crankshaft 2 of the engine 1 to pass through a prescribed crank angle range corresponding to a combustion stroke on a per cylinder basis based a signal from the magnetic pickup 5 (which serves as a sensor contrived to detect a rotational position of the crankshaft) (see step S 1 of FIG. 12 ); store the time measurement value measured on a per-cylinder basis during each ignition (see step S 2 of FIG.
- a first misfire parameter MISB calculates a first misfire parameter MISB based on a value obtained by adding a difference between a stored time measurement value for a misfired cylinder and a stored time measurement value for an opposing cylinder corresponding to one crankshaft rotation prior and a difference between a stored time measurement value of a misfired cylinder and a stored time measurement value of an opposing cylinder corresponding to one crankshaft rotation later (see step S 5 of FIG.
- a prescribed ratio e.g., in the case of a six cylinder engine, the difference between a stored time measurement value of a misfired cylinder and a stored time measurement value of a
- a third misfire parameter MISC that is a derivative value of the first misfire parameter MISB (see steps 4 and 6 of FIG. 12 ); set a third misfire determination threshold value MCTH 3 (determination value) using a mathematical relationship between the second misfire parameter MISA and the third misfire parameter MISC (see step S 16 of FIG. 13 ); and determine if a cylinder-in-question has misfired based on the third misfire determination threshold value MCTH 3 (see step S 17 of FIG. 13 ).
- this embodiment can be accurately determined if a cylinder has misfired even when an external disturbance has been imparted to the engine output shaft and caused a time measurement value to change and the waveforms of the first and second misfire parameters MISA and MISC to be distorted.
- This embodiment is configured to change the constant terms MACTHS and MACTHO of the diagonally rightward-rising straight line (first degree expression that serves to determine the third misfire determination threshold value) in accordance with the operating conditions of the engine (see FIGS. 10 and 11 and steps S 14 and S 15 of FIG. 13 ).
- first degree expression that serves to determine the third misfire determination threshold value
- the embodiment is explained using FIG. 9 , in which the third misfire parameter MISC is indicated on a horizontal axis and the second misfire parameter MISA is indicated on a vertical axis, it is also acceptable for the second misfire parameter MISA to be indicated on a horizontal axis and the third misfire parameter MISC to be indicated on a vertical axis.
- the embodiment is explained based on a six cylinder engine, the invention is not limited to a six cylinder engine and it can be applied to, for example, a four cylinder engine or an eight cylinder engine.
- the first and second misfire parameters MISB and MISA are calculated as shown below and the third misfire parameter MISC can be found based on the first misfire parameter MISB using the aforementioned equation (8), taking into consideration the number of cylinders and a comparison of the ignition intervals corresponding to the prior adjoining cylinder within two distinct crank rotations.
- MISA [ 3 ⁇ ( TINT ⁇ ⁇ 6 - TINT ⁇ ⁇ 7 ) + 1 ⁇ ( TINT ⁇ ⁇ 6 - TINT ⁇ ⁇ 3 ) ] / ( TINT ⁇ ⁇ 7 ) 3 ( 12 )
- the function of the time measuring section mentioned above is realized with step S 1 of FIG. 12 .
- the function of the time measurement value storing section is realized with step S 2 of FIG. 12 .
- the function of the first misfire parameter calculating section is realized with step S 5 of FIG. 12 .
- the function of the second misfire parameter calculating section is realized with step S 3 of FIG. 12 .
- the function of the third misfire parameter calculating section is realized with steps S 4 and S 6 of FIG. 12 .
- the function of the determination value setting section is realized with step S 16 of FIG. 13 .
- the function of the misfire determining section is realized with step S 17 of FIG. 13 .
- the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps.
- the foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives.
- the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts.
- the term “configured” as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function.
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- Testing Of Engines (AREA)
Abstract
Description
ΔTINT=[3(TINT4−TINT7)+3(TINT4−TINT1)]/6 (1)
MISB=6×ΔTINT/(TINT7)3 (2)
MISB=[3(TINT4−TINT7)+3(TINT4−TINT1)]/(TINT7)3 (3)
MISB=3[(TINT4−TINT7)+(TINT4−TINT1)]/(TINT7)3 (3a)
ΔTINT∝generated torque/(engine rotational speed)3 (4a)
Generated torque∝ΔTINT×(engine rotational speed)3 =ΔTINT/TINT 3 (4b)
ΔTINT=[5(TINT6−TINT7)+1(TINT6−TINT1)]/6 (5)
MISA=6×ΔTINT/(TINT7)3 (6)
MISA=[5(TINT6−TINT7)+1×(TINT6−TINT1)]/(TINT7)3 (7)
MISC=MISB1−<MISB2 (8)
y=MISC×MACTHS+MACTHO (9)
MISB2(new)←MISB1(old)
MISB1(new)←MISB(old)
MCTH3=MISC×MACTHS+MACTHO (10)
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JP2008061405A JP4656169B2 (en) | 2008-03-11 | 2008-03-11 | Engine misfire diagnostic device and misfire diagnostic method |
JP2008-061405 | 2008-03-11 | ||
PCT/IB2009/000405 WO2009112911A1 (en) | 2008-03-11 | 2009-03-02 | Engine misfire diagnostic apparatus and method |
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US20100288035A1 US20100288035A1 (en) | 2010-11-18 |
US8136390B2 true US8136390B2 (en) | 2012-03-20 |
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EP (1) | EP2255084B1 (en) |
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JP4656169B2 (en) | 2011-03-23 |
EP2255084A1 (en) | 2010-12-01 |
JP2009215999A (en) | 2009-09-24 |
WO2009112911A1 (en) | 2009-09-17 |
CN101970840A (en) | 2011-02-09 |
EP2255084B1 (en) | 2015-08-19 |
EP2255084A4 (en) | 2011-06-22 |
CN101970840B (en) | 2013-04-10 |
US20100288035A1 (en) | 2010-11-18 |
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